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Aug 7, 11923. 11,463,95fi

J. H. HUNT IGNITION SY STEM Filed Jan. 2, 1918 3 Sheets-Sheet 1 MAW 265595 Aug; '5, 1923. v 11,463956 J. H. HUNT IGNIIIO SYSTEM Film Jan. 191ss Sheets-Sheet 2 Aug. :2, 1923. I 11 463.956

' J H. HUNT IGNITION SYSTEM Filed Jan, 2, 1918 3 Sheets-Sheet 75 latented Z DAYTON, OHIUQASSIIGNOE T THEE DAYTON ET TGIB TEERTNQ GOMPANY,A CORZEQEATTUN 01E. OIHEEDQ y IGNITTU'N SYSTEIVI.

Application filed January 2, 1918. Serial No. 209,814.

To all whom it may concern:

Be it known that l, JOHN, H. HUNT, a citizen of the United States ofAmerica, residing at Dayton, cou'nty of Montgomery,

El and State of Ohio, have invented certain new and useful Improvementsin Tgnition Systems, of. which the following is a lull, clear, and exactdescription.

This invention relates to ignition equipment for multi-cylinder enginesand has tor its object the. provision of means for preventinp ignitionupon, reversal of the engine. Further objects and advantages of thepresent invention will be apparent from the ta following description,reference being had to the accompanying drawings, wherein preferredembodiment of the present invention is clearly shown.

Jig. l is an end View of .l V-type engine having an overhead camshatt'enclosed in a housing upon the ends or which are mounted ignitionunits embodying the present invention;

- Fig. 2 is a plan view of an ignition unit embodying the presentinvention, the distributor and distributor rotor being removed;

Fig. 3 is a wiring diagram showing in diagrammatic form the timermechanism shown in Fig. 2. and also a diagrammatic representation of adistributor and of an induction coil, and electric connections betweenthe several elements of the ignition unit;

Figs, 4- and 5 are diagrammatic plan views of the timer and distribulorrotor oi" the ignition unit, showing relative position during normal andreverse rotation of the engine, respectively.

Referring to Fig. 2 of the drawings, designates the ignition unit havinga circular base 21, which is adapted to secure the unit in place uponthe cam gearing housing oi the engine, as shown .in Fig. 1, which showsa multi cylinder V-typ-e engine having cam shafts placed above thecylinder heads. The usual end cover for the cam shatt gearinc; housingis replaced by the base 21, which serves as a support for a timer cup24. The timer cup 24 is provided with bearings (not shown) for a centralshaft 26, carrying at its upper end a timer cam 27 and distributor rotor28.

The rotor 28 comprises an armiid of insulating material mounted on cam27 and held in proper relation with the cam by means of thereof with thearms 65, 66 and 67 respeclocating pin 35, carried bv the cam andengaging recess formed in the rotor. Both the rotor and cam are securedin place upon the shaft 26 by means of a screw 36 engaging in a tappedhole- 36 in the end or the shaft 26. The cam 27 is broached as at 3? forthe securing thereof upon shaft 26 in fixed relation. The rotor carriesa metallic spr ng 88, which engages a rotary contact 39 of conductingmaterial. The function of spring 38 will be described later.

all designatesa distributor track located above the timer cupanolconcentric therewith, in a manner which forms no part of the presentinvention, but which is described in the co-pending'ap lication ofWilliam A. @hryst and John Hunt, Serial No. 208,369, filed December 22,191?. Metallic stationary contact elements 4-8 are located 4' upon thetrack, and are connected in proper ielation with the various spark plugso-tthe engine.

Upon the bottom of the timer cup 2% is mounted a breaker arm'bracket59,.by means of pins 60, 61 and62, extending through the bracket andtimer cup; and by means or a stud 63 mounted in the timer cup andhaving: its uppen end threaded to engage a nut 64. The pinbOj e-xtendsthrough a round hole in the bracket and serves as a pivot about whichthe bracket may be swung for adjustment, which will be described later,slotted apertures being formed in the bracket "for the reception of thepins 61 and 62, and for the stud 63.

lit will be seen that by loosening the nut 64, the bracket 59 may beswung about the pin to a desired position and may be secured bytightening the nut 64. The breaker arm bracket 59 carries breaker arms65', 66 and 67, mounted upon posts 68 secured to the bracket,'butinsulated there from. The arms 65, btiand 67 are provided.

Bil

with contacts 70, 71 and 72 respectively,

which engage with stationary contacts 73, 7d and 7 5 respectively, whichare adjustably mounted upon upturned cars 76, formed integral with thebracket 59. Springs 77, 78 and 79 are electrically connected at one endwith the member 58 and at other portions tively. -Thesprinn's serve tokeep the stationary and movable contacts in touchingrelation, except atsuch times when the cam co-operating with the fiber 'tollowers 80, 81

m f incense and 82 will cause thepairs of contacts to prevent rebound orchattering when F6V0lV ing high speeds. This feature, however, forms nopart of the present invention, but is full described and claimed in thepatent A of J. Hunt, No. 1,426,873, issued August A. resistance coil 84,supported upon a spool 85 ot nonconducting material,is1nprimary'winding, and 118 the secondary winding of the induction coilcarried by a base 106 in any suitable manner. One end of the primarywinding 117 is connected by wire 125 with binding post 125 carried bybase 106. The other end of the primary 117 and one end of thesecondary118 are connected together by a wire 12-6, which is connected withbinding post 127, by means of wire 127. The other'end of secondary 118is connected with a metallic button 120,

carried by the base 106.

The circuits through; the ignition unit are shown diagrammatically inFig. 3, with a single source of current supply. rent from the battery130, grounded on the motor base, passes through connections 54, 12?, 127and 126, through the primary Winding 117, and connections 125, 125*, and

54, to the connecting plate 58, from'whichare taken four parallelcircuits. One circuit is formed through the breaker arm 05, contacts andT3, to the distributor base which forms a ground connection on theengine; a second circuit is through resist' ance 81, breaker arm. 67,contacts and T5, to ground; a. third circuit is through breaker arm (56,contacts 71 and Tel, to ground; and the fourth circuit is through wire89, condenser 88 to ground.

One end of the secondary circuit 118 is grounded through the battery orthrough the timer, and the other end may be connected wit-h the rotor28, as by button 12$) contacting with spring 38. This connection isindicated diagrammatically by wire 129 The cu1= Attention is nowdirected to Figs. a and 5-. The arrows'in Fig. l indicate the directionof rotation of the camand distributor rotor when the engine crank shaftis rotating in the normal direction. Tl e arrows in Fig. 5 indicate thedirection of rotation of these elements upon a reversal of the engine.Fig. 4 shows the relative position of the cam and cam followers justbefore the camtouches followers 80 and 81, and after en-' gagingfollower 82. it will be noted that upon rotation of the cam in thenormal direction, contacts 72 and 75 will separate bc fore contacts 70,73 and contacts 7 1 and 71. Cont-acts 70, 73 and Ta and 71, are solocated withrespect to the cam that scparation is effectedsimultaneously.

Adjustment to bring about this simultaneous separation is effected bymeans of the adjustable breaker arm bracket previously described. ltwill be seen that by rotating the bracket 59 about pin 00, the edges ofcam followers and 81 maybe brought diametrically opposite to oneanother, so that both followers will be ci'igaged by the cam lobes atthe same time. This adjustment oft'ollowers 80 and 81 will not aiiectthe relation of follower S2 to the cam, for the reason that follower 82is the same distance from pin 60 as the center of cam 27. Hereafterbreaker arms and 60 with their parts co-operating therewith, will beknown as main circuit breakers. 'lhe breaker arm 67 with its cooperatingparts will be known as the resistance circuit breaker since resistance 8is-included-between the breaker arm and the connecting plate 58. Twomain circuit breakers are used so that in of faulty adjustment of thebreaker contacts. two chances are await able of obtaining perfectcontact during the period oi closing of the primary circuit.

Upon reference to Fig. 5, it will be noted that upon reversal ofrotation of the cam, the main circuit breakers open before theresistance circuit breaker opens. Referring again to big. a, it will benoted that just as the main circuit breakers open, the distributor rotorwill be in contact with one of the stationary contacts a3, while,referring to Fig. 5, it will be seen that upon a reversal of the engine,the resistance circuit breaker will be closed when the main circuitbreakers are open, with the result that all of the primary current mustnow pass through the resistance 8%. \Vhen these conditions are present,the current in the primary will not only be greatly reduced, but thechange in intensity of the magnetic field surround ing the inductionwindings will take place at a much slower rate than when the con: denseronly is in parallel with the main circuit breakers, with the result thatthe voltage induced in the secondary is greatly reduced so that no sparkwould jump at the spark plug, were the greatly reduced sparking impulseto be distributed thereto.

As an extra precaution against sparking upon a reversal of theengine,the distributor rotor is so arranged with relation to the cam that atthe time when the much e-nfeebled sparking impulse isinduced in thesecondary, the rotor will not be in contact -with any one of thestationary contacts 13,

but there will be a gap between these ele-' ments as shown in Fig. 5. i

When the circuit is finally broken, upon the separation of the contactsof the resistback-firing of the-engine upon a reversal of rotation isafforded.

The timer is rendered ineffective to break the primary circuit in such amanner as to induce a current in the secondary of suthcient strength tocause sparking, and the distributor is rendered ineffective todistribute even the much weakened sparking impulse which may be createdupon reversal of the engine. Therefore, the possibility of seriousaccidents and of damage to the engine, attendant upon back-firing, oftenoccurring when the engine is started by rocking the propeller againstcompression, has been eliminated in a thoroughly reliable manner.

1 shows an end view of a multi-cylinder engine 136, which is of theV-type, consisting of a crank case'13'? upon which are mounted rows ofcylinders 138 having their axes arranged at an angle of 45 degrees. 139designates the crank shaft, and 140 and lell designate the cam shafts,the overhead cam shafts operating valves (not shown), which.

control the inlet and exhaust ports of the cylinders. The'cam shafts aredriven from the crank shaft 139, by means of a gear 142, connected tothe crank shaft, which drives the gear 1 13, mounted on a vertical shaft144, which carries a gear 146.

A shaft is connected with shaft 1 M so as to drive a generator 135 forcharging the battery 130, shown in Fig. 3. Thebattery charging circuitis disclosed in the -co pending application Serial No. 208,369, to whichreference has been made.

Gear 146 meshes with gears 147 and 148, mounted on shafts 149 and 153respectively, which are supported by pedestals 150 and 154:respectively. Shafts 1&9 and 153 carry at their upper ends gears 151 and155, which mesh with gears 152 and 156, mounted upon the cam shafts 1 10and 141 respectively. The relative size of the gears just described issuch that the cam shafts will rotate at one-' half engine speed. Camshafts 1 10 and M1 and the gearing co-operating therewith are inclosedin housings (not shown). Upon the ends ofthese housings are mountedignition units 20 and 20 the bases of which serve as covers for thehousings.

The act of mounting'the ignition units upon the 'cam'shafthousingsaccomplishes the connection of the timer cam shafts 26 with camshafts140 and 141 and also accomplishes the making of an electrical connectionbetween the ignition unit and the engine frame, upon which the source ofignition cur-' rent supply is grounded. The timer arms 93 are connectedtogether by means of rods 15'? and 158, having threaded engagement withan intermediate turnbuckle 159. The rod connected with the arm 93 ofunit 20*, is

operably associated with any controllinglever within easyreach of theoperator, by means of which the timer cups may be shifted about theirrespective axes, vtoefiect advance or retard of the ignition. Byadjusting the distance between the points of connection of rods 15? and158, with arms 93, by 'ineans of turnbuckle 159, the time relation ofthe two units may be synchronized;

A high-tension conduit 163 mounted upon the intake manifold 16% servesasa housing for the high-tension cables leading from the distributorunits 20 and 20 to the various spark plugs of the engine. Each enginecylinder is provided with two spark plugs so that in a 12-cylinderengine there will be two sets of spark plugs, twelve spark plugs in eachset. One set of plugs is connected with the unit 2C" by means of thehigh tension cables 161, and the other set (if spark plugs is connectedwith ignition unit 20" by means of high-tension cables 162. In. theembodiment of the invention disclosed there are in fact twelve, each ofcables 161 and 162, but

for the sake of clearness but two each of said cables 161 and 162 areshown.

It will be noted that the c in 27 is provided with asymmetrical lobesThe reason for this is thatrthere ma be provided a 7 continuous seriesof sparking impulses of equal intenslty, but 1n asymmetrical succes- Vsion in order to provide ignition for the en gine disclosed havingasymmetrical firing order. This feature does not form a part of thepresent sole invention, but is-descrlbed in detail and claimed in theco-pending application of William A. Chryst and John H.

'Hunt, Serialhlo. 208,369, filed December 22,

The distributor contacts 43 must also be asymmetrically spaced incorrespondence with the timer cam lobes in order to distribute properlythe sparking impulses to the engine having two rows of 6 cylinders ineach row, and the axes of the two rows converging from the crank shaftat an angle of 45 degrees, the firing intervals are d5 degrees anddegrees or crank shaft rotation alternately. in the ignition timer whichoperates at one-hall engine speed, the spacing of the cam lobes anddistributor contacts is'QFZ-l; degrees and 37; degrees, alternately.This particular arrangement is substantially shown in the drawings:

While there been shown but one condenser in the primary circuitof theignition unit, is understood to be within the province of this inventionto provide a plurality of condensers in parallel, so that any oil thecondensers fail to operate, the remaining condensers will still beeffective.

While the form of mechanismherein shown and described constitutes apreferred form-oi embodiment of the invention, it is m to be understoodthat other forms might be adopted, all coming within the scope oil theclaims which follow, I

/V hat I claim is as follows:

L ln an ignition system for internal-combustion engines, the combinationwith means for producing sparking impulses, which upon normal operationoi the engine .Wlll provide ignition; of means operating upon reversalof the engine for weakening the sparking impulses to a degree such thatignition will not be provided;

2. ln an ignition system for internal combustion engines, thecombination with means for producing sparking impulses, said meansincluding an inductive winding and provisions, operable during normalengine rotation, for producing a relatively rapid change of magneticflux in the region of said Winding; of devices, operating during areversal of engine rotation, for eii'ecting a relatively slow change ofmagnetic fiuzr in the region of said winding.

3.. ln an ignition system for internal combustion engines, thecombination with means for producing sparking impulses, said meansincluding a secondary inductive winding, a current source, a primaryinductive winding and provisions operable during normal-engine rotationto obtain a relatively quick ire-- ductionof current in said primarywinding; of devices, operating during a reversal of engine rotation, foreilecting a relatively slow reduction 01 current in said primarywinding.

In an ignition system "for internal c'ombustion engines, the combinationwith a primary circuit for creating a magnetic field, and a secondarycircuit in which is induced a current upon achange in the intensity ofthe field; of means for causing a decrease of flux at a maximum rateduring normal operation; and means operative upon a reversal of theengine for causing the decrease or flux to the field; of means forcausing a decrease oi flux at a maximum rate during normal operationcausing the induction or sparking impulses; means operative upon areversal of the engine for causing the decrease of flux to take place aslower rate, whereby the voltage induced in the secondary is reduced toa value less than that required to cause a spark in the engine cylinder;and means for distributing sparking impulses to the engine cylindersupon normal operation of the en gine, said distributing means beinginoperative upon reversal of the engine to distribute the weakenedsparking impulse to any of the engine cylinders.

6. In an ignition system for internal-combustion engines, thecombination with a cursaid coil; and means effective upon a reversal ofthe engine for obtaining a comparatively slow dissipation oi the energyof: the coil whereby said timer will be inefiective to cause said coilto provide ignition for said en in e. 1 Y

Z, In an ignition system for internalcombustion engines, the combinationwith a current source and an ignition coil; 0t engine controlled meanscontrolling delivery of current to said coil for causing said coil toprovide ignition during nonnalengine operation, but including provisionsduring a reversal of engine operation to produce a relatively slowdissipation of energy in said coil before the current in said coil isinterrupted, whereby said coil cannot provide ignition for the engine.

8. lln an ignition system for internal-combustion engmes, thecombination of means for producing a series of sparking impulses in.predetermined sequence bearing, during normal engine operation, acertain time relation to the engine cycle, but a difierent time ofrelation upon reversal of the engine;

means for distributing to the various spark plugs in similar sequenceduring normal engine rotation, but inoperative to distribute when theimpulse producing means operates upon reversal of the engine; andmeans-operative upon reversal of the engine to weaken the sparkinimpulses, whereby the tendency of the distri utor to function isgradually reduced.-

roe

ltlll Stll reversal; and means operating during a re-. versal of engineoperation to produce. a rela-fltively slow dissipation of energy in saidcoil' before the current in said coil is interrupted;

by the timer, whereby said coil cannot pro vlde ignition for the engine.

1O. In an ignition system for internalcombustion engines, thecombination with means for producing a series of sparking impulses inpredetermined sequence bearing, during normal engine operation, acertain time relation to the engine cycle, but adifi'erent time relationupon reversal of the engine; means including a rotating contact andsta'- tionary contacts for distributing the sparking impulses to thevarious engine cylinders in similar sequence during normal enginerotation, but operating upon reversal in such a manner that, at the timewhen a sparking impulse would be created, a gap will exist between thedistributor rotating contact and a stationary contact and meansoperative upon reversal of the engine to weaken a spar-king impulse,whereby the tendency of the sparking impulses to jump said gap isgreatly reduced.

11. In an ignition system for internal combustion engines, thecombination with primary and secondary circuits, a source of current inthe primary circuit, and means for making and breaking the'primarycircuit during normal operation of the engine for creating sparkingimpulses in the secondary circuit; of means for rendering said primarycircuit breaker ineflective to" break the primary circuit during thereversal of the engine, at a time when a sparking impulse, it created,would be etiective to ignite.

a charge of gas in the engine. 7

12. In an ignition system -for internal combustion engines, thecombination with primary and secondary circuits, a source of current inthe primary circuit, and means for breaking the primary circuit duringnormal operation of the engine for creating sparking impulses in thesecondary circuit; of means operating upon reversal of the engine toplace a shunt circuit around said prlmary circuit breaker at a timeduring "erersal beforethe primary circuit breaker is opened.

13. in an ignition system for internal combustion engines, thecombination with primary and secondary circuits, a source oat current inthe primary circuit, and means for breaking the primary circuit duringnormal operation ofthe engine for creating sparking impulses in thesecondary circuit; of means operating upon reversal of the en gine tocomplete the primary circuit through a resistance at a time duringreversal before the primary circuit breaker is opened,

14;. lln arr-ignition system for internalcombustion engines, thecombination with primary and secondary circuits, and a source of currentin the primary circuit; of a main :circnitbreaker in the primarycircuit'; means for opening the; main circuit breaker; a resistancecircuit shunted around the main circuit breaker; and means for breakingthe resistance circuit, the latter means operating duringnormaloperation of the engine before the main circuit breaker opened. andoperating during a reversal after the main circuit breaker is opened.

15.111 an ignition system for internal combustion engines. thecombination with primary and secondary circuits, and a source of currentin the primary circuit; of p a main circuit breaker comprising movableand stationary contacts; a resistance circuit shunted around the maincircuit breaker, .includinga breaker for the resistance circuit whichcomprises movable and stationary contacts: and a common means for movingthe movable contacts in recurrent sequence, so that during normaloperation of the engine, the resistance circuit breaker will be in openposition when the main circuit breaker opens, and so that during a.reversal. the resistance circuit will be closed at the time when themain circuit breaker opens.

16. In an ignition system for internal combustion engines. thecombination with primary and secondary circuits, and a source of currentin the primary circuit; of a plurality of main circuit breakers inparallel in said circuit; a resistance circuit in-the primary circuitconnected in parallel with the main'ocircuit breakers, said resist ancecircuit including a circuit breaker, each of'said breakers includingstationary and -movable-contacts and common means for main circuitbreal, ers are opened when the resistance circuit is closed.

17. in an ignition system for internal combustion engines, thecombination with primary and secondary circuits. and a source of currentin the primary circuit; oi. a main circuit breaker in said circuit; aresistance circuit shunted around the main circuit breaker, including abreaker for the resistance circuit, said circuit breakers includingstationary and movable contacts; an engine driven member having meansfor moving the movable contacts in timed relation to the engine, suchthat during the normal operation of the engine, the resistance circuitbreaker will be in open position when the main circuit breaker opens,and so that during'a reversal the resistance circuit will be closed at atime when the main circuit cycle; means for distributing the sparkingimpulses when produced in a similar cycle, the spark impulse producingmeans and distributor being so constructed that, upon a reversal ofrotation of the engine, the. distributor cannot function at a time whensparking impulses are produced; and means operative upon reversal toweaken the sparking impulses, whereby the tendency of the distributor tofunction is greatly reduced.

19. In an ignition system for internal combustion engines, thecombination with primary and secondary circuits; of a timing deviceincluding cooperating contacts in the primary circuit; a distributingdevice in the secondary circuit; an engine driven member having meansfor opening the contacts to.

induce sparking impulses in the secondary circuit 1n recurrent sequencehaving a certain relation to the engine cycle during normal operationbut a different relation during a reversal of the engine; meansconnected with the engine driven member for causing during normaloperation the distribution of impulses in said recurrent sequence, butinoperative to distribute sparking impulses when created upon reversalof the engine; and means controlled by the engine driven member forweakening the sparking impulsesupon a reversal, so that the tendency ofthe distributor to function is greatly reduced.

20. In an ignition system for internal conibusti'on engines, thecombination with primary an? secondary circuits; of a timing device incuding cooperating contacts in the primary circuit; adistributing deviceincluding stationary contacts and a rotor contactin the secondarycircuit; anengine driven main her having means for opening the contactsin the primary circuit at times having a certain relation .to the enginecycle, during normal operation; means connected with the engine drivenmember for operating the rotor to distribute in a cycle similar to thetimer cycle, the contact opening means operating upon a reversal of theengine in such a manner that a gap will exist between the rotor and anyone 01: the stationary distributor contacts when the primary contactsare being opened; and means controlled by the engine driven member forweakening the sparking impulses caused by opening the primary contactsupon a reversal, so that the tendency of a sparking impulse to jump theaforesaid gap will be greatly reduced.

21. In an ignition system for internal combustion engines, thecombination with primary and secondary circuits; of a timing deviceincluding cooperating contacts in the primary circuit; a distributingdevice including stationary contacts and a rotor contact in thesecondary circuit; an engine driven member having means for opening thecontacts in the primary circuit at times having a certain relation tothe engine cycle, during normal operation; means connected with theengine driven member for operating the rotor to dis ribute in a cyclesimilar to the timer cycle, the contact openiug means operating upon areversal to change the time relation of the timer cycle to thedistributor cycle, the change beingso great that a gap will existbetween the rotor and any one of the stationary distributor contactswhen the primary contacts are being "opened; and means controlled by theengine driven member for weakening the sparking impulses caused byopening the primary contacts upon a reversal, so that the tendency of asparking impulse to jump the aforesaid gap will be greatly reduced, themeans for weakening the sparking impulses consisting of a resistance andcooperating contacts in series and connected in panallel with the firstmentioned contacts in the primary circuit, the engine driven contactopening means operating upon a reversal to open the first mentionedcontacts at a time'whe'n the second mentioned contacts are closed, andduring the normal operation to open the first mentioned contacts whenthe second mentioned contacts are in open position.

22. 'In an ignition system for internal combustion engines, thecombination with a condenser unit in a circuit; of a resistance unit ina circuit parallel with the condense:- circuit; means for periodicallyshort circuiting both circuits; and means for periodically opening theresistance circuit,

23. in an ignition system for internal combustion engines, thecombination with a con denser unit in circuit; of a resistance in acircuit pinnliel with the condense" circuit; means for periodiceliyshort-circuiting both circuits; end menns for periodiceliy' 24. in en inition stem for internet combustion engines, the combinntion with aninductive Winding; of on engine operated member; means controlledthereby and effective during normal engine rotetion for producing itrelatively rapid change of megnetic flux in the region. of said winding;and devices, controlled by said engine 0 ernted member, and efiectiveduring reverse of en- 20 gine rotntion to produce e re'letiveiy slowchange of magnetic flux in the region of solo Winding.

25. In en ignition sys em for internal combustion engines thecombination with e current source; of en ignition coil hnving pri meryend secondery Windin an engine driven member; means controlied therebyend effective during normal engine rotntion for producing e reietiveiyrapid reduction oi current in said primary Winding; end devicescontrolled by seid engine operated v rnernber; end efiective duringreversel of engine rotation to produce it relatively slow reduction ofcurrent in said primory Wind- H19.

In testimony whereof I efiix H1 signature.

JGHNIL HUNT. Witnesses:

U. D. Mower.

. J. W. ltioDorrnnn.

